Enhanced air travel security method and apparatus

ABSTRACT

A method of screening passengers for a passenger aircraft flight includes a step of obtaining voluntary consent from a plurality of passengers to perform a background check. The method further includes formulating a data record associated with each of the plurality of passengers. The passenger aircraft flight is scheduled as one of a plurality of regular scheduled flights. Prior to the passenger aircraft flight, it is determined whether a person is associated with a formulated data record. The method includes denying participation by the person in the passenger aircraft flight if the person is not associated with a formulated data record.

FIELD OF THE INVENTION

[0001] The present invention relates generally to the purchase and useof aircraft by a plurality of parties.

BACKGROUND OF THE INVENTION

[0002] Options available for air travel by business travelers arelimited to commercial airlines, aircraft ownership, and chartering.Ideally, frequent business travelers seek comfort as well as anenvironment in which in-flight productivity is enhanced. Coach classtraveling on commercial airlines provides a largely unfavorableenvironment. However, in exchange for the lack of comfort and amenities,the cost of the flight per passenger is relatively low. In other words,relatively little room is allocated per passenger in order to reduce thecost of the flight per passenger.

[0003] Business travelers, however, are often willing to pay anincreased price to obtain more space and amenities. The increased spaceallocated per traveler allows the traveler to emerge from air travelrelatively refreshed and potentially more productive on the ground. Ifsome of the increased space is dedicated to productivity enhancingfurnishings, then the increased space further increases the potentialfor air travel time to be useful time.

[0004] Travel by first class or business class addresses some of theproductivity and comfort concerns with commercial air travel, but onlyin a marginal way. While the seats in traditional first and/or businessclass service are slightly larger, and the service is more personal, theeffective result is little more than enhanced coach class travel.

[0005] An additional perceived drawback to commercial airline travel isthe possible safety risks associated with providing flight service forthe general public on relatively crowded aircraft. While safetyregulations and procedures for commercial flights are laudable, suchregulations and procedures have limited ability to screen passengers toenhance safety.

[0006] One mechanism by which business (and other) travelers obtainenhanced comfort, safety and productivity in flight is through full orfractional ownership of luxury-appointed aircraft. Full ownership of anaircraft provides the greatest flexibility and safety to the owner, butat a great cost. In general, cost may be reduced by purchasing smalleraircraft, however, at the sacrifice of comfort and productivityconcerns. Conversely, while a specially designed jumbo jet may beconfigured for optimal comfort and productivity, sole ownership of sucha jumbo jet is typically not cost justified except in rarecircumstances.

[0007] Fractional aircraft ownership helps spread the costs of aircraftownership over several parties. In the existing practice of fractionalaircraft ownership, multiple buyers (up to 16) each buy a fraction of anaircraft, collectively purchasing the aircraft. Each buyer then signs anagreement assigning the management of that aircraft to a managementcompany who is also the originator of the fractional jet purchaseseither directly or indirectly through an affiliate. With conventionalfractional ownership and operations, each owner, alone, or with theirown employees and guests, may use the plane for up to a specificallotment of hours per year. The amount of annual hours of use are tiedto the size of the fraction purchased. Fractional aircraft ownershiptheoretically provides enhanced safety because a limited group of peoplehave access to the aircraft. However, no significant additionalpassenger screening occurs.

[0008] In accordance with applicable governmental (“FAA”) regulations,multiple owners in existing fractional ownership programs cannot use andpay for the use of the aircraft on the same flight. As a result, thecost of use of the aircraft is the same to each owner, regardless of howmany passengers the owner flies on the aircraft on any one flight. Theconsequence of this limitation is that the business model for fractionalownership is somewhat inefficient.

[0009] There is a need, therefore, for an arrangement in which travelersmay travel in a safe, productive, and comfortable manner while obtainingan efficient cost/benefit ratio.

SUMMARY OF THE INVENTION

[0010] The present invention addresses the above needs, as well asothers, by providing methods and apparatus for shared fractionalownership of aircraft that use regularly scheduled flights and for whichmultiple owners may share the costs of individual flights. Inparticular, by using cost-shared scheduled flights of aircraft owned byfractional owners, each fractional owner of aircraft achieves greaterutility for each dollar invested in the aircraft.

[0011] In accordance with a safety-oriented aspect of the presentinvention, the present invention provides for pre-screening approvedpassengers and maintaining a data file for screened passengers. Uponattempted boarding of an aircraft, a passenger is only allowed to boardif the passenger has a data file that indicates a successfulpre-screening. Thus, the aircraft is occupied by only pre-screenedpassengers.

[0012] One embodiment of the present invention is a method of screeningpassengers for a passenger aircraft flight that includes a step ofobtaining voluntary consent from a plurality of passengers to perform abackground check. The method further includes formulating a data recordassociated with each of the plurality of passengers. The passengeraircraft flight is scheduled as one of a plurality of regular scheduledflights. Prior to the passenger aircraft flight, it is determinedwhether a person is associated with a formulated data record. The methodincludes denying participation by the person in the passenger aircraftflight if the person is not associated with a formulated data record.

[0013] Another embodiment of the present invention is an apparatus thatincludes a memory, a communication device, and a processing circuit. Theprocessing circuit is operable to formulate and store in the memory adata record associated with a first passenger, the data record includingan indication that the first passenger has passed a background check,the data record further including biologically oriented identificationdata associated with the first passenger. The processing circuit isfurther operable to receive biological oriented measurement dataassociated with a person and compare the biologically orientedmeasurement data to the biologically oriented identification data in thedata record. The processing circuit is also operable to provide anindication signal to the communication device, the communication signaloperable to cause the communication device to provide ahuman-perceivable indicia representative of the result of thecomparison.

[0014] Thus, the above-described embodiment employsbiologically-oriented identification verification of passengers,preferably pre-screened passengers. The reliance onbiologically-oriented information enhances safety because the potentialfor the successful use of phony or bogus identification cards is greatlyreduced.

[0015] It will be appreciated that the above-described features andadvantages, as well as others, will become more readily apparent tothose of ordinary skill in the art by reference to the followingdetailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016]FIG. 1 shows a schematic diagram of relationships between variousentities involved in establishing and operating a shared fractionalprivate airline (“SFPA”) in accordance with embodiments of the presentinvention;

[0017]FIG. 2 shows a flow diagram of an exemplary set of operations forcoordinating a fractional purchase of an aircraft in accordance withembodiment of the present invention;

[0018]FIG. 3 shows a flow diagram of the operations involved intransitioning the aircraft ownership by fractional owners into theimplementation of a shared fractional private airline;

[0019]FIG. 4 shows a flow diagram of the operations involved inexecuting an exemplary flight transaction on a shared fractional privateairline; and

[0020]FIG. 5 shows an exemplary arrangement of a system capable ofcarrying out many of the computer operations associated with theoperations of FIGS. 1, 3 and 4.

DETAILED DESCRIPTION

[0021]FIG. 1 shows a schematic diagram of relationships between variousentities involved in establishing a shared fractional private airline(“SFPA”) in accordance with embodiments of the present invention. Ingeneral, the shared fractional private airline is an associated group ofentities that own and operate a number of fractionally-owned aircraft.The schematic diagram of FIG. 1 shows an exemplary arrangement in whichfirst and second fractional owners groups 12 and 14 purchase aircraftand participate in the SFPA. It will be appreciated that even within theexemplary embodiment shown in FIG. 1, the SFPA will typically includeseveral additional fractional owners groups similar to the fractionalowners groups 12 and 14.

[0022] The first fractional owner group 12 is comprised of a pluralityof fractional aircraft owners 15a through 15f. Each fractional aircraftowner 15 x (where x is any of a through f) purchases and owns a fractionof a first aircraft (not shown). In accordance with the exemplaryembodiment described herein, fractional ownership may be divided intoincrements of as little as {fraction (1/160)}. Thus, each fractionalowner 15 x may purchase as little as {fraction (1/160)} of an aircraft,or any fraction greater than {fraction (1/160)}. Preferably the sum ofthe fractions owned by the fractional owners 15a through 15f equals oneor nearly one. Thus, for example, the fraction ownership of the firstaircraft may be as set forth below in Table 1. TABLE 1 Owner FractionOwned 15a {fraction (1/16)} 15b {fraction (1/32)} 15c {fraction (1/64)}15d {fraction (1/64)} 15e ⅜  15f ½ 

[0023] As will be discussed in further detail below, the fraction ownedby each fractional owner 15 x preferably defines the use allocated tothe fractional owner, as well as the amount of expenses incurred for themaintenance and operation of the first aircraft. The use allocationidentifies the quantity of use allotted to the fractional owner 15 x. Inthe embodiment described herein, the “use” allotted to the fractionalowner 15 x permits the fractional owner to “use” any aircraft in theSFPA, and not just the first aircraft. Thus, the intent is to obtain arelatively large number of fractional owners groups so that the SFPA canoffer service on several air routes to any fractional owner.

[0024] In accordance with one aspect of the present invention, usage ismeasured as a function of the number of passengers that are associatedwith the fractional owner 15 x that participate in each flight of anaircraft. Thus, for example, a fractional owner 15 x that flies twopeople from New York to Chicago uses twice as much of her use allocationthan she would have used to fly one person from New York to Chicago.

[0025] As a consequence of incorporating the number of passengers perflight in the use allocation, the fractional owner 15 x may effectively“split” the cost of the flight, albeit indirectly, with other fractionalowners, based on how much of the plane's capacity the fractional owner15 x uses. In other words, if several owners (or their guests oremployees) participate in a flight, the use allocation of eachfractional owner will be consumed accordingly. As a result, multiplefractional owners are capable of “paying” for a single flight throughthe consumption of their use allocation.

[0026] In the exemplary embodiment described herein, the use allocationis defined as the number of passenger-hours of flight time. However,alternative measures such as passenger flight mileage, a point systembased on route, or other measures that approximate usage may beemployed.

[0027] It will be appreciated that the fractional owner 15 x may be anentity that is a living person, a corporation or another type oforganization. It will further be appreciated that the SFPA may comprisea single aircraft and a single fractional owners group. However, asdiscussed above, the benefits of the present invention are greatlyenhanced through the inclusion of multiple fractional owners groups andmultiple aircraft.

[0028] The second fractional owners group 14 has a similar architectureas the first fractional owners group 12. It will be appreciated that thesecond fractional owners group 14 may comprise a different number offractional owners, e.g. 15g through 15k, so long as the owned fractionsadd up to one or nearly one.

[0029] A sales and management entity 16 is responsible for arranging thesale of an aircraft from a source of aircraft 18 to the fractionalowners groups 12 and 14. FIG. 2, discussed further below, illustrates indetail the operations of the sales and management entity 16 to arrangefor the sale. In general, the sales and management entity 16 providesmarketing and sales services necessary to “subscribe” each aircraft tofull or near full fractional ownership.

[0030] Continuing with the description of FIG. 1, the source of aircraft18 may be an aircraft manufacturer, or may alternatively be a seller ofused aircraft, including a commercial airline. In the preferredembodiment described herein, the fractional owners groups 12 and 14purchase relatively large jumbo jets, such as the BBJ-2 available fromBoeing Corporation. A jumbo jet provides sufficient room for extendedbusiness and comfort features envisioned as the norm for the SFPAaircraft.

[0031] After the first buyers' group 12 purchases the first aircraft,the maintenance and operation of the first aircraft is provided by thecarrier entity 20. To this end, the first buyers' group 12 may transferpossession of the first aircraft to the carrier entity 20, via a leasedocument 26, discussed below, or through some other mechanism. Thecarrier entity 20 is an entity having core capabilities of an ordinarycommercial or charter airline. The carrier entity 20 hires and maintainsflight crews, and maintains aircraft. The carrier entity 20 preferablyacts as a FAA part 121 carrier, which operates passenger flights onregular, repeating schedules. By regular, repeating schedules, it ismeant that passenger flights are scheduled regularly without regard toprior reservation by passengers.

[0032] While the carrier entity 20 flies and maintains the aircraft ofthe SFPA, the charter entity 22 performs the scheduling, booking andbilling operations that enable usage of the aircraft by the fractionalowners (e.g. fractional owners 15a through 15k). The charter entity 22thus schedules the use of each aircraft owned by the fractional ownersgroups 12 and 14. The charter entity 22 performs the function ofaccepting reservations from the individual fractional owners 15a through15k (i.e. from the fractional owners' designated agents). The charterentity 22 further performs the function of collecting management fee andoccupancy fee payments from the fractional owners 15a through 15k, aswill be discussed further below. The charter entity 22 is alsoresponsible for providing compensation to the carrier entity 20 for theperformance of the aircraft operation and maintenance services.

[0033] Finally, the charter entity 22 tracks flight occupancyattributable to each fractional owner 15 x and deducts the fractionalowners' use allocation accordingly. Thus, for example, if a fractionalowner 15 x is allocated fifty passenger-hours per year and flies twopeople on a six hour flight, then the charter entity 22 would reduce theremaining use allocation of the fractional owner 15 x by twelve, leavingthirty-eight passenger-hours.

[0034] In summary, each of the fractional owners groups 12 and 14purchases an aircraft as a unit. Each fractional owner 15 x is thenentitled to use either of the fractionally owned aircraft. In theexemplary embodiment described herein, it is envisioned that eachfractionally owned aircraft will be assigned to one or a few regularlyscheduled flights on particular routes (e.g. between one or a fewcity-pairs). As a result, the number of scheduled flights (and hence thenumber of air routes serviced) depends upon the number of fractionallyowned aircraft in the SFPA.

[0035] The business mechanism by which the various rights andresponsibilities are allocated to enable operation of the SFPA comprisesa series of agreements. The first agreement is a lease agreement 26 fromthe fractional owners group 12 to the carrier unit 20. The leaseagreement 26 is conditioned upon execution of a first charter 28 betweenthe carrier entity 20 and the charter entity 22, and upon execution of asecond charter 30 between the charter entity 22 and the fractionalowners group 12.

[0036] The lease agreement 26 grants a leasehold in the firstfractionally owned aircraft to the carrier entity 20. As a result, thecarrier entity 20 may maintain and operate the aircraft on scheduledflights.

[0037] The first charter 28 transfers scheduling and booking control ofthe first aircraft to the charter entity 22. Thus, in accordance withthe first charter 28, the carrier entity 20 agrees to operate theaircraft on scheduled flights as determined by the charter entity 22,and to admit passengers to the aircraft in accordance with instructionsof the charter entity 22. In exchange, the charter entity 22 agrees topay carrier fees for the services of the carrier entity 20. The carrierfees include operating costs, fixed costs, and a management fee.

[0038] In general, the carrier fees may be broken down on a per aircraftbasis:

C _(—) Fee=Op _(—) cost+Fixed _(—) cost+Mgmt _(—) fee,

[0039] where C_Fee is the per aircraft carrier fee charged to thecharter entity 22, Op_cost is the operating cost of a single aircraft,Fixed_cost is the fixed cost of a single aircraft and Mgmt_fee is theoverhead charge of the carrier entity 20.

[0040] Operating costs then include the following, on a per-hour offlight time basis:

Op _(—) cost/hr=fuel/hr+maintenance/hr+landing/hr+trvl _(—)exp/hr+position/hr,

[0041] where fuel/hr is the cost of fuel per flight hour, maintenance/hris the cost of maintaining the aircraft per flight hour, landing/hr isthe landing cost per flight hour, and trvl_exp/hr is equal to the flightcrew travel expenses per flight hour, and position/hr is the marginalfuel and other operating costs for nonflight time taken to position theaircraft for use, wherein such costs are estimated as a cost per flighthour. There may in some cases be additional costs, such as navigationalfees for international flights, as well as others. Any such additionaloperating costs may be added to the above equation on a per-hour basis.

[0042] Thus, for example, if a particular aircraft is determined by thecharter entity 22 to fly between New York and Chicago two hundred timesper year, and it is estimated that a single round trip involves fourhours of flight time, then the Op_cost/hr may be readily determined. Inparticular, the fuel/hr would be the amount of fuel consumed in a singleround trip between New York and Chicago, divided by four hours.Similarly, the landing fees involved in a single round trip may bedivided by four to obtain the value of landing/hr. The maintenance feesfor an aircraft, both for engine and air frame, are typically incurredas a function of flight hours, and thus maintenance/hr may readily bedetermined. The value of trvl_exp per hour will depend on whether thecrew is required to stay over away from “home” during the normal flightschedule. If so, then such expenses incurred for the entire round tripwould be divided by the four hour round trip to obtain trvl_exp/hr.

[0043] Finally, the positioning fees consist of the fuel and other costsassociated with non-passenger movement of the aircraft. In particular,the aircraft may be housed in a location away from the airport in whichit bases its flights. For example, a New York to Chicago flight aircraftmay actually be housed in Delaware for cost reasons. The positioningflight from Delaware to New York incurs operating costs. Such costs havebeen estimated to accrue at approximately 35% of the rate of normalflight operating costs, per hour. Moreover, it is estimated thatapproximately one hour of positioning occurs for each flight.Accordingly, for the New York to Chicago trip, the position/hr costs maybe estimated as:

position/hr=(0.35)(1/4)(Fuel/hr+maintenance/hr+landing/hr+trvl _(—)exp/hr)

[0044] Once the Op_cost/hr is determined, the total Op_cost may bedetermined by multiplying Op_cost/hr by the number of hours of flighttime. Thus, for example, if the aircraft makes two hundred roundtripsbetween New York and Chicago (four hours each), the total annualoperating cost is Op_cost/hr(200)(4).

[0045] Fixed costs (Fixed_cost) may be determined as a function of thefollowing: Insurance costs (hull, extended liability, and legalliability), crew salary and benefits, recurring training fees, recurringupdates to aircraft mechanicals, electricals and software, uninsureddamage, navigation chart service, recurring interior/exteriorrefurbishment, weather service, and computerized maintenance programs.Again, additional fixed fees may be incurred. Such fixed costs areincurred regardless of flight time, and thus may simply be determined onan annual basis.

[0046] Mgmt_fee constitutes the management/profit margin costs of thecarrier 20. Typically, such charge may consist of a flat monthly fee peraircraft.

[0047] Accordingly, the value C_fee paid by the charter entity 22 to thecarrier entity 20 may be determined as described above. In particular,the annual Op_cost value may be determined by calculating the hourlyoperating costs and multiplying the cost by the annual flight hours.Mgmt_fee and Fixed_cost may readily be annualized. The resultingannualized C_fee may then be paid on a monthly basis.

[0048] The second charter 30 defines the relationship between thecharter entity 22 and each fractional owner 15 x. The second charter 30obligates the charter entity 22 to permit usage of one or morefractionally owned aircraft of the SFPA by each fractional owner 15 x inexchange for a periodically payable management fee. In the exemplaryembodiment described herein, the second charter 30 also defines for eachfractional owner 15 x a passenger-hour allocation, typically defined asan annual allocation. In a preferred embodiment, the passenger-hourallocation is based at least in part on the size of the fraction ownedby the fractional owner 15 x. Thus, in the example shown in Table 1, thefractional owner 15f would have a much larger annual passenger-hourallocation than the fractional owner 15d. Each passenger-hour allocatedentitles the fractional owner 15 x participation in a flight by onepassenger for one hour. Thus, in the New York to Chicago exampledescribed above, flying two persons round trip would require the use ofeight passenger-hours.

[0049] The charter entity 22 preferably determines the passenger-hourallocations in the following manner. First, the charter entity 22defines a total passenger-hour allocation for the entire aircraft on anannual basis. The total passenger-hour allocation per aircraft isdefined as the total flight-hour allocation per aircraft multiplied bythe per-flight passenger allocation per aircraft. The charter entity 22then distributes the total passenger-hour allocation in accordance withthe fraction owned by each fractional owner 15 x. Thus, even though thefractional owner 15 x is not necessarily required to use its passengerhour allocation on its own fractionally owned aircraft, the useallocated to the fractional owner 15 x is nevertheless based on itsfraction owned.

[0050] By way of example, if the annual flight time allocation for thefirst aircraft is eight hundred flight hours, and the charter entity 22defines a per-flight allocation of twenty passengers, then the totalannual passenger hour allocation for the first aircraft is 16,000 hours,with fractional owner 15f receiving an allocation of 8,000 passengerhours and fractional owner 15d receiving 250 passenger hours. Asdiscussed above, however, the fractional owners 15d and 15f need not useall of their allocation on the first aircraft.

[0051] In accordance with one aspect of the present invention, thecharter entity 22 allocates a relatively small number of passengers foreach flight, even if the aircraft is a jumbo jet. For example, thecharter entity 22 preferably allocates twenty passengers on a largejumbo jet such as the Boeing BBJ-2. Such a small passenger allocationwith respect to the size of the aircraft helps ensure complete comfortand productivity of the passengers. In particular, one feature of theinvention is that it provides a level of comfort and productivity aboardflight unrivaled by current commercial flights, even in first class. Byallocating only twenty passengers per flight, the aircraft may beoutfitted with comfortable seating furniture, as opposed to mere rows ofseats, and may further include conference rooms, computer work stationsand other productivity-oriented features.

[0052] It is further contemplated that the per-flight passengerallocation should be significantly less than the maximum occupancy thatis acceptable. In other words, a twenty passenger allocation takes intoaccount that several more passengers must be able to be productive andcomfortable on any particular flight. The additional capacity over andabove the allocated number of passengers allows for uneven flight usage.For example, in real world conditions, one flight may have twentypassengers while another has twelve. Thus, by allocating twentypassengers per flight, the charter entity 22 factors in a largeracceptable maximum number of passengers, for example, thirty-two.

[0053] Thus, to determine the per-flight passenger allocation, thecharter entity 22 works backwards from the maximum acceptable per-flightpassenger capacity. To this end, once the aircraft is designed foroptimal productivity and comfort, the maximum sustainable occupancyshould be determined. The charter entity 22 should then determine theper-flight passenger allocation by multiplying the maximum sustainableoccupancy by a fractional amount, preferably between 0.50 and 0.75. Ifthe per-flight passenger allocation is too close to the maximumacceptable capacity, then the availability of flights will diminishaccordingly, resulting in reduced utility to the fractional owners.Contrariwise, if the per-flight passenger allocation is too low (i.e.far less than the maximum acceptable capacity), then the use allocationper fractional owner will correspondingly diminish, thereby reducing thecost-effectiveness of the SFPA.

[0054] Thus, each fractional owner 15 x receives through the secondcharter agreement 30 rights to participate in flights having luxuriousamenities and an average of twenty passengers. It will be appreciatedthat the per flight passenger allocation may be a number other thantwenty, and will depend upon the aircraft used, and the level of comfortdesired. Thus, for example, if the per flight passenger allocation isfifty, then the total passenger-hour allocation for the aircraft wouldincrease greatly, and as a result, each fractional owner 15 x wouldreceive a much higher passenger-hour allocation per fraction owned.However, the comfort level of the aircraft flight would becorrespondingly diminished, assuming the same sized aircraft.

[0055] It is noted that in accordance with another optional aspect ofthe present invention, the number of flight hours per aircraft issignificantly less than that typical of commercial airlines. Forexample, it is envisioned that each aircraft will be limited toapproximately eight hundred hours of operation on behalf of thefractional owners 15 x. The relatively limited use reduces annualmaintenance costs, prolongs the life of the aircraft, and helps retainthe capital value of the aircraft for the fractional owners 15 x.

[0056] In exchange for the passenger-hour allocation and other benefits,the second charter 30 requires each fractional owner 15 x to pay amanagement fee (Mgmt_fee) to the charter entity 22. The Mgmt_fee isbased on, and is preferably proportional to, the passenger-hourallocation for each fractional owner 15 x.

[0057] In one preferred business model, the charter entity 22 determinesthe Mgmt_fee by generating an hourly cost unit, hourly_fee, and thenmultiplying the hourly_fee by the number of passenger-hours allocated toeach fractional owner 15 x. The hourly_fee is preferably based on thecarrier fee C_fee per passenger-hour and a charter service fee. Thus,the Mgmt_fee is

Mgmt _(—) fee(FO _(—) x)=hourly _(—) fee*passenger-hour _(—)allocation(FO _(—) x),

[0058] where FO_x is the fractional owner 15 x, and the passenger-hourallocation (FO_x) is the passenger-hour allocation of the fractionalowner 15 x, and hourly_fee is given by the following:

hourly _(—) fee=C _(—) fee/(total passenger-hour allocation)+service fee

[0059] where total passenger-hour allocation is the total passenger-hourallocation of an aircraft (flight hours allocated multiplied by theper-flight passenger allocation, discussed further above), and servicefee is the service fee/margin added by the charter entity 22. Thus, inaccordance with this embodiment of the present invention, the charterentity 22 ensures viability by obtaining sufficient payments to coverthe operation of the aircraft without requiring any ticket revenues.

[0060] In addition, the second charter 30 requires each fractional owner15 x to pay an additional occupancy charge per passenger-hour actuallyused. Thus, while the Mgmt_fee is paid by the fractional owner 15 xbased on allocation, the occupancy fee is paid based on actual use.Thus, at least some savings result from non-use of the passenger hourallocation.

[0061]FIGS. 2 through 4 show flow diagrams that provide further detailof interaction of the elements of FIG. 1. FIG. 2 shows the operationsinvolved in the purchase of an aircraft by the fractional owners groups12 and 14. FIG. 3 shows the general operations of the SFPA. FIG. 4 showsan exemplary set of operations involved in participating in a scheduledflight of a fractionally owned aircraft by a party under theauthorization of a fractional owner.

[0062] Referring to FIG. 2, the flow diagram 200 shows an exemplary setof operations performed by the sales and management entity 16 of FIG. 1in facilitating the purchase of aircraft by the fractional owners groups12 and 14. The sales and management entity 16 negotiates and coordinatesthe transaction in exchange for a mark-up on the aircraft price. Forexample, the mark-up may merely comprise all or a part of the value of aquantity discount obtained by the sales and management entity 16 forfacilitating the sales of multiple aircraft.

[0063] In general, in step 202, the sales and management entity 16obtains a binding proposal from the source of aircraft 18 identifying amaximum cost involved for a purchase of one or more aircraft. The salesand management entity 16 further obtains an estimate for finishing theaircraft, as will be discussed below, from a finishing center. Thefinishing cost estimate may be based on engineering and/or interiordesign plans generated by design and engineering professionals.

[0064] By obtaining a binding proposal for the aircraft costs, the salesand management entity 16 may readily identify a sales price to thefractional owners with a reduced risk of loss. Specifically, the salesand management entity 16 may base the sales price to the fractionalowners on 1) the maximum cost identified in the binding proposal fromthe source of aircraft 18, 2) the additional cost associated withfinishing operations on the aircraft, and 3) a margin for the sales andmanagement entity 16. By defining the sales price based on the bindingproposal and finishing cost estimates, and as long as the sum of thefractions purchased by the fractional owners is equal to one, the salesand management entity 16 will obtain a marginal income on the sale ofeach aircraft. Moreover, by executing a binding proposal, the sales andmanagement entity 16 may “lock in” the price without actually committingto a purchase of the aircraft. Thus, one advantage of the embodimentdescribed herein is the relatively low risk business model of the salesand management entity 16.

[0065] In any event, in step 204, the sales and management entity 16markets one or more aircraft to potential fractional owners. In apreferred embodiment, each aircraft is marketed in connection with aparticular air route or city-pair. For example, the first fractionalaircraft may be marketed to the first fractional owners group 12 for theNew York to Los Angeles route. In this manner, each fractional owner 15x ensures that at least the route of its fractionally-owned aircraftwill be serviced by the SFPA. Accordingly, even if only a few routes areserviced by the SFPA, the fractional owner 15 x may ensure theusefulness of its fractional ownership by purchasing a fraction for anaircraft allocated to a route frequently traveled by the fractionalowner 15 x. As the SFPA grows to a large number of aircraft and moreflight routes become available, it may not be as necessary to tie eachfractional aircraft sold to a particular route. In any event, as eachfractional owner 15 x purchases a fraction, the sales and managemententity 16 places the purchase proceeds in an escrow account in step 206.

[0066] Then, in step 208, the sales and management entity 16 determineswhether an entire aircraft has been subscribed. An entire aircraft hasbeen subscribed when the total of fractions sold for that aircraftequals one or nearly one. Continuing with the example illustrated inTable 1, after the purchases by fractional owners 15a, 15b, 15c, 15d,15e and 15f, the sum of the fractions owned (see Table 1) is one. As aresult, the first aircraft would be fully subscribed.

[0067] If in step 208 it is determined that an aircraft has been fullysubscribed, then the sales and management entity 16 performs step 210.If, however, in step 208 it is determined that an aircraft has not yetbeen fully subscribed, then the sales and management entity 16 returnsto step 204. It will be appreciated that if the aircraft is not fullysubscribed by a predetermined time limit, the fractional purchasers ofthe under-subscribed aircraft would be entitled to a refund of theirpurchase money from escrow.

[0068] In step 210, the sales and management entity 16 executes apurchase order for the subscribed aircraft from the source of aircraft18. In step 210, a portion of the escrow account equal to the final cost(from the source of aircraft 18) is provided to the source of aircraft18. The funds may be provided to the source of aircraft 18 in stages, asis typical for aircraft sales. It is noted that the sales and managemententity 16 may proceed with steps 210 and 212 while it continues to sellfractions of other aircraft in step 204.

[0069] After step 214, the purchased aircraft is provided to a finishingcenter. In particular, if the source of aircraft 18 is an aircraftmanufacturer, then the source of aircraft 18 provides a “green” aircraftin exchange for the purchase price. A green aircraft is a functionallyoperational aircraft that has little or no aesthetic improvements oramenities. As a consequence, the green aircraft requires external aswell as internal finishing. Various aircraft finishing centers existthroughout the United States. Similarly, if the source of aircraft 18 isan owner of used aircraft, then the source of aircraft 18 provides anaircraft that typically requires substantial internal and externalrefinishing. In either event, in step 214 the sales and managemententity 16 directs the aircraft to one of the finishing centers to havethe aircraft finished in accordance with the specifications for the SFPAaircraft.

[0070] In particular, the sales and management entity 16 preferablyspecifies that each aircraft is finished in a manner consistent with thelevel of comfort and productivity intended for the SFPA aircraft. Tothis end, the finishing operation includes retaining the services of aninterior designer and/or design engineer, which may be entities separatefrom the finishing center. It is envisioned that the aircraft will befurnished with couches, comfortable chairs, conference room and/orconference area facilities, work stations, sleeping quarters and/orsleeping furniture, internet, telephone and other productivity,entertainment and comfort-related facilities are installed within theaircraft.

[0071] The sales and management entity 16 transfers funds from theescrow account to the finishing center (and, if appropriate, theinterior designer and/or design engineer) in exchange for the finishingoperation.

[0072] Once the finishing center has completed the finishing operationsin step 214, the aircraft is typically transferred to the care of thecarrier entity 20, subject to the execution of the lease agreement 26discussed further above. The sales and management entity 16 thentransfers the remaining escrow money (as allocated for that aircraft) toits own accounts in step 216 as payment for its services.

[0073] It is noted that the sales and management entity 16 may actuallypurchase the aircraft from source of aircraft 18 and then resell theaircraft to the fractional owners 15 x. Alternatively, the sales andmanagement entity 16 may simply act as an agent for the sale of theaircraft form the source of aircraft 18 to the fractional owners. Theabove described steps may readily be modified to suit either case.

[0074]FIG. 3 shows a flow diagram 300 of the activities involved intransitioning the aircraft ownership by the fractional owners, forexample, the fractional owners 15a through 15g, into the use of thefractionally-owned aircraft by the fractional owners.

[0075] Many of the operations involved in FIG. 3 (as well as FIG. 4,discussed below) preferably involve a networked computer system. FIG. 5shows an exemplary arrangement of a system capable of carrying out manyof the computer operations of the invention described herebelow. Withreference to FIG. 5, a central server system 502 includes a processingcircuit 504, a communication circuit 506, and a memory circuit 508. Theprocessing circuit 504 may be one or more processors of a generalpurpose computer, programmed to, among other things, operate as adatabase server and to otherwise carry out the operations attributed tothe server system 502 in this disclosure.

[0076] The communication circuit 506 is a circuit operable to enablecommunication between the processing circuit 504 and other computers orelements via the internet 510. However, it will be noted thatcommunication networks other than the internet 510 may be employed.Those of ordinary skill in the art may readily determine the appropriatecommunication circuit or circuits necessary to enable communication onany number of networks.

[0077] The memory circuit 508 includes any combination of random accessmemory, magnetic or optical disk memory, tape memory, or other volatileand non-volatile memory devices, such as those normally associated witha general purpose computing device having the capability to operate as adatabase server.

[0078] Through the communication circuit 506, the central server system502 is configured to communicate to one or more various remote computers520 and 522 as well as a reservation system 524. The remote computers520 and 522 may suitably be general purpose, internet-capable generalpurpose computers which may be a part of one or more other networks. Inthe embodiment described herein, the central server system 502 may alsocommunicate with a terminal security computing system 526 through theInternet 510, or alternatively, through a private network such as a LAN.The reservation system 524 is a computer and software system that tracksflight reservations and flight availability. Many types of reservationsystems are known in the art.

[0079] The system shown in FIG. 5 will be referenced from time to timeduring the description of the operations of FIGS. 3 and 4. It will beappreciated that the system shown in FIG. 5 is merely illustrative ofthe basic functional components. Implementation of the functions mayincorporate further computing devices and systems.

[0080] Referring again to FIG. 3, the first step towards enabling use ofthe fractionally owned aircraft by the fraction owners is the executionof the various agreements discussed above in connection with FIG. 1. Inparticular, in step 302, the lease agreement 26, the first charter 28and the second charter 30 are executed by the appropriate parties asdiscussed above in connection with FIG. 1. The lease agreement 26transfers a leasehold interest in the aircraft from the fractionalowners group (e.g. fractional owners group 12) to the carrier entity 20.The first charter 28 defines the terms of the relationship between thecarrier entity 20 and the charter entity 22. The second charter 30defines the rights of each fractional owner 15 x to participate inflights of the fractionally owned aircraft of the SFPA and defines thecosts associated with those rights.

[0081] Thereafter, in step 304, each fractional owner 15 x submits alist of approved flyers associated with the fractional owner 15 x. Forexample, if the fractional owner 15a is a corporation, the fractionalowner 15a may submit a list that identifies the corporate officers, highlevel management, clients, other guests or other employees of thecorporation. Such approved flyers would then be eligible to participatein the flights of the fractionally owned aircraft of the SFPA at the“expense” and under the authority of the fractional owner 15 x.

[0082] Referring to FIG. 5, the fractional owners 15 x may suitablysubmit their list of approved flyers via the internet 510. For example,consider a situation in which the fractional owner 15a has access to thecomputing system 520. The fractional owner 15a obtains access to awebsite maintained by the central server system 502 via the internet 510and enters a data list identifying approved flyers. The processingcircuit 504 thereafter forms a data file associated with the approvedflyer. The data file will be used to associate security andidentification information regarding the passenger. The processingcircuit 504 stores the data file in the memory circuit 508.

[0083] It is noted that the central client server 502 or another similarcomputing system also maintains a data file associated with thefractional owner 15a, for the purpose of tracking usage ofpassenger-hours, payments, and other data.

[0084] Referring again to FIG. 3, in step 306, each of the approvedflyers then voluntarily submits to a background security check. Inparticular, to ensure air travel at a relatively high safety level, eachpotential passenger (approved flyer) of the fractionally owned aircraftmust pass a background security check. It is preferable that thebackground security check be extensive, such as that ordinarily requiredto obtain access to low level classified government information. As aresult, each passenger flying on any flight of the SFPA has passed abackground security check, thereby enhancing the safety of eachpassenger. The results of the background security check of eachpassenger may be stored in the data file associated with the approvedflyer in the memory 508. To this end, the security background checkinformation may be entered either through the internet 510 or directlyinto the central server system 502.

[0085] It will be appreciated that in some embodiments, data files mayonly be created for those approved flyers that also pass the securitybackground check. In other embodiments, data files of approved flyersthat fail the security background check may also be retained.

[0086] In step 308, identification information is generated for eachapproved flyer. In particular, unique personal identification data isobtained from each approved flyer and stored in the data file associatedwith the approved flyer in the memory 508. The unique personalidentification data is later employed to verify the identification ofeach person attempting to board a flight on a fractionally ownedaircraft. Such verification is discussed further below in connectionwith FIG. 4.

[0087] The unique personal identification data preferably comprisesbiologically-oriented identification data, such as retinal scaninformation, facial scan information, fingerprint information, or otherunique biological identification information. Alternatively, or inaddition, the unique personal identification data may includeidentification information encrypted and stored within a Smart Card-typedevice. Other unique personal identification information may also beemployed.

[0088] Thus, for example, in step 308, each approved flyer may berequired to arrange for a retinal scan. After the retinal scan isperformed, the retinal scan data is provided via the internet 510 (orthrough some other means) to the central server system 502. The centralserver system 502 stores the retinal scan data in the data file for theapproved flyer in the memory 508.

[0089] Referring again to FIG. 3, once steps 306 and 308 aresuccessfully carried out for approved flyers, the approved flyers areeligible to participate in flights on the fractionally owned aircraft ofthe SFPA.

[0090]FIG. 4 shows a flow diagram 400 of the steps carried out inconnection with executing an exemplary flight transaction on the SFPA.Reference to elements of FIGS. 1 and 5 will be made during thedescription of FIG. 4. FIG. 4 will be described in relation to anexample in which two approved flyers, AP_(—)1 and AP_(—)2, obtainreservations for and board a flight from New York to Chicago on January15th. AP_(—)1 and AP_(—)2 are associated with the fractional owner 15a.In other words, AP_(—)1 and AP_(—)2 fly using the passenger-hourallocation belonging to fractional owner 15a.

[0091] In step 402, a party authorized by the fractional owner 15aobtains information from the charter entity 22 regarding availability ofseats on a New York to Chicago flight in the SFPA system for January15^(th). The authorized party may suitably be a travel professional usedby the fractional owner 15a, the parties AP_(—)1 and AP_(—)2 themselves,or another agent of the fractional owner 15a. To obtain seatavailability information, the authorized party may log into a websitemaintained at the reservation system 524. Alternatively, the authorizedparty may call by telephone or use some other information source.

[0092] If two seats are available, then in step 404 the authorized partybooks two seats for AP_(—)1 and AP_(—)2 on the flight. The reservationsystem 524 first verifies that the authorized party is authorized toreserve flights on behalf of the first fractional owner 15a. Thereservation system 524 may suitably communicate with the central serversystem 502 to perform such verification, or may do so locally.

[0093] Steps 406 and 408 thereafter take place on the day of flight. Instep 406, the identification of the two people purporting to be AP_(—)1and AP_(—)2 occurs at or near the boarding gate for the flight. To thisend, each of persons purporting to be AP_(—)1 and AP_(—)2 providesidentification data that is checked against the unique identificationdata stored in the data files associated with AP_(—)1 and AP_(—)2. Forexample, if the data obtained in step 308 of FIG. 3 was retinal scandata, then in step 406 a retinal scan is performed on each of thepersons purporting to be AP_(—)1 and AP_(—)2.

[0094] Then, in step 408, the results of the scan measurement performedin step 406 are compared to the retinal scan data in the data filestored in the memory 508 to ascertain the identify of AP_(—)1 andAP_(—)2. To this end, the results of the scan measurement may becommunicated from a computer system at the airport, e.g. the terminalsecurity computing system 526, to the central server system 502. Theprocessing circuit 504 then compares the received measurement scan datawith the scan data in the relevant approved flyer data file in thememory 508. The processing circuit 504 then communicates the results ofthe comparison back to the computing system 526 at the airport. Thecomputing system 526 thereafter communicates the results to personnel atthe airport either visually via a display 528 or indicator lights 530,or audibly via an audio generator 532.

[0095] Assuming that AP_(—)1 and AP_(—)2 are successfully verified instep 408, then in step 410, AP_(—)1 and AP_(—)2 are subject to baggageand personal safety screening at a level consistent with or greater thansecurity measures dictated by governmental regulations. It is noted thatsuch screening may alternatively occur at least in part prior to theidentification verification in step 408.

[0096] Assuming that AP_(—)1 and AP_(—)2 successfully complete steps406, 408 and 410, then AP_(—)1 and AP_(—)2 are permitted to participatein the flight from New York to Chicago. At some point, in step 412, thepassenger hour allocation for fractional owner 15a is reduced in amountcommensurate with the flight taken by AP_(—)1 and AP_(—)2. Thus, if theNew York to Chicago flight has a two hour duration, then thepassenger-hour allocation of the fractional owner 15a is reduced by four(two passengers at two hours each). A similar deduction would occur whenAP_(—)1 and AP_(—)2 board the return flight.

[0097] The passenger-hour allocation for each fractional owner, as wellas the corresponding deductions thereto, are maintained and tracked on acomputing system. To this end, such information may be maintained andtracked on the reservation system 524, the central system server 502, oranother computer such as the computer 522. In any event, it ispreferable if deduction and allocation information in the appropriatecomputing device may be updated via the Internet 510 or other network.

[0098] It is noted that the fractional owner 15a will further be billeda per-hour occupancy charge for the passenger hours consumed by AP_(—)1and AP_(—)2 in step 414. Such billing may occur on a monthly basis orotherwise in arrears. As discussed above, the occupancy charge is inaddition to the monthly management fee paid by the fractional owner 15a.

[0099] The above system thus provides for fractional ownership ofaircraft that is otherwise regularly scheduled for normal flights. Bycontrast, prior fractional ownership systems were specially scheduledcustom flights, thereby reducing the possibility of concurrent use bymultiple owners. Without providing for use by multiple owners, theavailability (use allocation) of the aircraft is greatly diminished.

[0100] Moreover, the present invention allows for the cost of anyparticular flight of a fractionally owned aircraft to be divided amongmultiple fractional owners. By contrast, prior fractional ownershipsystems could not spread costs because of current federal regulations.However, the arrangement described herein allows for cost sharing orsplitting on individual flights of the aircraft. It will be appreciatedthat in the exemplary embodiment described herein, the cost sharing doesnot necessarily require that the entire cost of each flight be splitamong those owners who use the flight. In other words, each fractionalowner 15 x “pays” (via its use allocation) for the number of itspassengers that participate in the flight, regardless of how many otherfractional owners participate. However, the entire system is set up toallow multiple fractional owners to participate in flights, each payingvia its use allocation, and thereby effectively sharing costs.

[0101] The features of the present invention result in an airline thatprovides flight service of unparalleled space, luxury and productivity,by keeping the number of passengers relatively low, even on a jumbo jet.Moreover, the features of the present invention provide such flightservice for a price that is competitive with both first class commercialairline travel and prior art fractional ownership programs.

[0102] Another feature of the present invention is that with multiplefractional owners, the SFPA can provide the scheduling and routeavailability convenience of a commercial airline, while avoiding thepossibilities of economic loss associated with commercial airlines. Inparticular, under the system described above, each fractional owner 15 xpre-commits to a certain level of usage based on its fraction owned.Thus, whether or not the fractional owner 15 x actually consumes its useallocation, the management fees are paid, and the aircraft purchaseprice is paid. As a result, various entities that operate the SPFA,namely, the charter entity 22 and the carrier entity 20 have a greatlyreduced risk of unprofitability and/or insolvency due to low ridership.

[0103] In one alternative of the present invention, each fractionalowner 15 x is provided an incentive for using its own fractionally-ownedaircraft. For example, the use allocation of each fractional owner 15 xmay be consumed at a different, lower rate when used on the fractionalowner's own aircraft. Alternatively, occupancy fees may be reduced orwaived. Thus, while each fractional owner 15 x is still permitted toparticipate in the flight of any fractionally owned aircraft in theSFPA, each fractional owner 15 x benefits in some manner from using itsown aircraft.

[0104] Such an incentive provides a motivation for each fractional owner15 x to purchase fractions of aircraft assigned to air routes (e.g.city-pairs) frequently traveled by the fractional owner 15 x. Thismotivation will tend to optimize the number of routes served, and thefrequency of flights on each route, because the demand for particularroutes will become more apparent through the incentive for eachfractional owner 15 x to fly the route of its own aircraft. To this end,it is noted that the incentive need not be limited to the fractionalowners particular aircraft, but instead may extend, as least partially,to all flights on the same route as that served by the fractionalowner's aircraft.

[0105] In another variation, provision may be made for fractional ownersto participate in the SFPA between the time that the “green” aircraft ispurchased from the source of aircraft 18 and time when their aircraftbecomes available for passenger flights. To this end, one or moreexisting aircraft may “lend” a flight-hour allocation to the new,unfinished aircraft. For example, an existing fractionally-ownedaircraft may normally carry an eight hundred hour annual flight hourallocation. However, to service fractional owners awaiting the finishingof a new fractionally-owned aircraft, the existing aircraft may increaseits annual flight hour allocation by two hundred to accommodate the newowners. Then, when the new aircraft is placed into service, the existingaircraft reduces its flight hour allocation to below its normalallocation, with the difference being made up by the new aircraft. Whenthe existing aircraft has “recovered” the extra flight hours allocatedwhile the new aircraft was unavailable, the flight hour allocation ofthe existing aircraft is returned to eight hundred. In this manner, newfractional owners may participate immediately in the SFPA, even thoughtheir aircraft is not yet available, without taxing the flight-hourusage of aircraft owned by other parties over the long term.

[0106] Alternatively, in order to provide for immediate participation byfractional owners, a separate aircraft may be chartered to serve theroute assigned to the new, unfinished, fractionally owned aircraft. Instill another alternative, an arrangement may be made with one or moreexisting airlines to reserve a predetermined number of first class seatson particular flights to accommodate the fractional owners. Suchalternative arrangements may be funded from the new fractional ownersmanagement fees provided to the charter entity 22. One advantage ofproviding for immediate participation by new fractional owners is thatthe new fractional owners receive near immediate utility out of thesignificant monetary outlay associated with the purchase of the newaircraft. The above described arrangements provide for such immediateutility without requiring the sales and management entity 16 to purchaseand finish aircraft prior to obtaining purchase commitments, therebyassuming the risk that an aircraft will not sell.

[0107] It will be appreciated that the above described embodiments aremerely exemplary, and that those of ordinary skill in the art may devisetheir own implementations that incorporate the principles of the presentinvention and fall within the spirit and scope thereof. By way ofexample, it will be appreciated that two or more of the entities shownin FIG. 1 may be combined into one entity. For example, the sales andmanagement entity 16 and the charter entity 22 may be combined into asingle entity. Likewise, the carrier entity 20 and the charter entity 22may be combined, thereby eliminating the need for the first charter 28.Moreover, individual activities of the various entities may be shiftedto other entities. For example, the sales and management entity 16 maycollect the management fees from each fractional owner 15 x, therebynecessitating an additional agreement with the charter entity 22 as wellas each fractional owner 15 x.

We claim:
 1. A method of screening passengers for a passenger aircraftflight, the method comprising: a) obtaining voluntary consent from afirst passenger to perform a background check on the first passenger; b)formulating a data record associated with the first passenger if thepassenger passes the background check; c) obtaining biologicallyoriented identification data associated with the first passenger; d)storing the biologically oriented identification data in the datarecord; e) prior to the passenger aircraft flight, obtaining biologicaloriented measurement data from a person purporting to be the firstpassenger; f) comparing the biologically oriented measurement data tothe biologically oriented identification data; g) selectively permittingthe person to participate in the passenger aircraft flight based on thecomparison.
 2. The method of claim 1 wherein step b) further comprisesformulating a data record associated with the first passenger if andonly if the passenger passes the background check.
 3. The method ofclaim 1 wherein step b) further comprises storing positive screeningresults data in the data record if and only if the passenger passes thebackground check.
 4. The method of claim 1 wherein step e) furthercomprises associating the person with a first fractional aircraft owner.5. The method of claim 1 wherein step e) further comprises scanning aportion of the person to gather the biological oriented measurementdata;
 6. The method of claim 1 wherein the passenger aircraft flight isone of a set of regular repeating scheduled flights.
 7. An apparatuscomprising: a) a memory; b) a communication device; c) a processingcircuit operable to formulate and store in the memory a data recordassociated with a first passenger, the data record including anindication that the first passenger has passed a background check, thedata record further including biologically oriented identification dataassociated with the first passenger, receive biological orientedmeasurement data associated with a person, compare the biologicallyoriented measurement data to the biologically oriented identificationdata in the data record, and provide an indication signal to thecommunication device, the communication signal operable to cause thecommunication device to provide a human-perceivable indiciarepresentative of the result of the comparison.
 8. The apparatus ofclaim 7 wherein the processing circuit includes more than oneprocessors.
 9. The apparatus of claim 7 wherein the processing circuitincludes more than one processors connected via a network.
 10. Theapparatus of claim 9 wherein the more that one processors are connectedvia the Internet.
 11. The apparatus of claim 7 wherein the communicationdevice includes a visible display.
 12. The apparatus of claim 7 whereinthe communication device includes an audible sound generator.
 13. Theapparatus of claim 7 wherein the communication device includes a visibleindicator.
 14. The apparatus of claim 7 wherein the processing circuitis further operable to associate the person with a first fractionalaircraft owner.
 15. A method of screening passengers for a passengeraircraft flight, the method comprising: a) obtaining voluntary consentfrom a plurality of passengers to perform a background check; b)formulating a data record associated with each of the plurality ofpassengers; c) scheduling the passenger aircraft flight as one of aplurality of regular scheduled flights d) prior to the passengeraircraft flight, determining whether a person is associated with aformulated data record; and e) denying participation by the person inthe passenger aircraft flight if the person is not associated with aformulated data record.
 16. The method of claim 15 wherein step d)includes: gathering biologically oriented measurement data from theperson; comparing the biologically oriented measurement data tobiologically oriented identification data previously stored within thedata record.
 17. An apparatus comprising: a) a memory; b) a firstprocessing circuit operable to formulate and store in the memory a datarecord associated with each of a plurality of passengers, each datarecord including an indication that the associated passenger has passeda background check, c) a second processing circuit operable to receive asignal from an input circuit indicative of an identification of aperson, the person attempting to participate in an aircraft flight;determining whether the signal correlates to one of the plurality thedata records; provide an indication signal to a communication device,the indication signal operable to cause the communication device toprovide a human-perceivable indicia representative of the result of thedetermination.
 18. The apparatus of claim 17 wherein the firstprocessing circuit and the second processing circuit constitute a singleprocessing device.
 19. The apparatus of claim 17 wherein the firstprocessing circuit and the second processing circuit are connected by anetwork.
 20. The apparatus of claim 19 wherein the first processingcircuit and the second processing circuit are connected by a Internet.21. The apparatus of claim 17 wherein the aircraft is fractionally-ownedby a plurality of fractional owners.
 22. The apparatus of claim 17wherein the second processing circuit is further operable to associateat least one of the plurality of data records with a first fractionalaircraft owner.
 23. The apparatus of claim 17 wherein said indication isthe existence of the data record.